Bolster center plate structure



Oct 1969 .u. A. SHAFER BOLSTER CENTER PLATE STRUCTURE 2 Sheets-Sheet 1 Filed Feb. 19, 1968 INVENTOR JAHEf ,4. SHAFEI? ATTORNEY J. A. SHAFER BOLSTBR CENTER PLATE STRUCTURE 2 Sheets-Sheet 2 Oct. 21, 1969 Filed Feb. 19, 1968 INVENTOR "JAMES A. SHAPE ATTORNEY States 9 Claims ABSTRACT OF THE DISCLOSURE A railway car truck bolster having at least two center plate wedges that are constructed and arranged to be removably insertable into associated pockets in the bolster center plate structure and which are adapted to receive in bearing relation the associated vehicle body center plate structure.

Background of the invention In general, wear between the car truck and vehicle body bolsters in the area of the center plate structure is a troublesome maintenance problem. Present operating conditions under high speed train service increases not only the Wear between the bearing surfaces of the respective bolsters but also the galling problem associated therewith. In an attempt to reduce wear between the truck and body bolsters as well as to prevent damage or fracture of center plate components, such as the truck bolster center plate flange, liners and cups of various design have been used.

It is, therefore, the primary object of this invention to provide a railway car truck bolster with at least two wedges that are removably insertable into an associated pocket in the center plate structure of the bolster and which are adapted to receive a bearing load.

Another object is to provide a center plate assembly with at least two removable center plate wedges so as to reduce the wear between the center plate bearing surfaces.

Summary of the invention The invention provides a readily replaceable car truck bolster center bearing structure and comprises at least two center plate wedges. The wedges are removably insertable into pockets formed by a flange defining the periphery of the center plate recess and by wedge faces of V-shaped configuration located on the base of the recess. When the wedges are assembled in an operative position in the center plate recess, the wedges provide a cylindrical receptacle having a top face for receiving in bearing relation the associated vehicle body center plate structure while the bottom of the wedges are formed with wedge faces complemental to the wedge faces on the base of the recess for engagement therewith.

Description of the drawings FIG. 4 is an enlarged perspective view of a center plate wedge of the present invention;

FIG. 5 is an elevational view of the wedge taken along atent O 3,473,854 Patented Oct. 21, 1969 ice line 5-5 of FIG. 4 looking in the direction of the arrows;

FIG. 6 is a fragmentary plan view in accordance with another embodiment of the invention applied to a car truck bolster;

FIG. 7 is a sectional view taken along line 7-7 of FIG. 6, the center plate wedges being removed; and

FIG. 8 is a perspective view of the modified center plate wedge shown in plan in FIG. 6.

Description of the embodiments Referring now to FIGS. 1 through 5 of the drawings, 15 indicates a central segment of a car truck bolster having a center plate bearing structure 16 embodying the invention and which is adapted to receive an associated vehicle body center plate structure 17.

Truck center bearing structure 16 is formed integrally on an upper horizontal web 18 of bolster 15. It is to be understood, however, that structure 16 may be formed as a separate component which may be aflixed to the bolster as by bolts or other suitable means. Center bearing 16 includes a conventional kingpin opening 19 that is formed in web 18 concentric to the vertical central axis ZZ of the bolster. Opening 19 communicates with a coaxial opening 20 in body center plate 17 to receive a kingpin 21 which pivotally connects the truck to the car body. An upstanding polygonal shaped flange 22 defines the periphery of a center bearing recess 23, the base 24 of which in the embodiment shown, is formed on horizontal web 18 of the bolster. Flange 22 is of octagonal configuration and is formed by a plurality of flange segments 26, 27 and 28. On each side of the vertical plane that contains the longitudinal axis X-X of the bolster, each pair of flange segments '27, 27 converges in a direction away from the vertical plane to define angularly spaced opposed portions of equal length which have inner peripheral vertical wedging surfaces 31. In the embodiment shown, flange segments 27, 27 are spaced nearer the ZZ axis than segments 26 and 28 as measured along a perpendicular between each of the segments and axis ZZ.

Disposed on base 24, in diametrically opposed relationship to each other, are a pair of wedge faces 34 of V- shaped configuration. As illustrated in FIGS. 1 and 3, faces 34 are upwardly converging and intersect in the longitudinal vertical plane of the bolster. Each face 34 slopes upwardly from an inner peripheral side 35 of each flange segment 28 to a common line of intersection to form an obtuse dihedral angle 0. Faces 34 and the associated portions of flange 22 on each side of the longitudinal vertical plane define a wedge pocket 36 within recess 23.

Disposed within pocket 36 and in wedging relation with wedging surfaces 31 is a pair of wedges 37, 37. As viewed in FIGS. 4 and 5, each wedge 37 is in the form of a plate Section 40 having a center plate engaging top face 41 contained in a horizontal plane and a bottom wedging face 42. Face 42 is complementally sloped relative to face 34 on base 24 and is adapted to engage therewith upon application of the wedge into pocket 36.

Each wedge is formed with a pair of converging side wedging surfaces 43 and side surfaces 44. Side surfaces 43 are complemental to surfaces 31 and engageable therewith to permit the positioning of the wedge correctly in pocket 36 while side surfaces 44 are parallel to and spaced from flange segments 26. Surfaces 43 terminate in their approaching direction with a front vertical sur face 45 parallel to and spaced from sides 35 of flange segments 28. Thus it is to be noted that when the wedge is in position in pocket 36, as in FIGS. Q and 3, clearances 46 and 47 exist between surfaces 44 and 45 of the wedge and the opposing flange segments 26 and 28, respectively. In addition, each wedge has an approximate semi-circular vertical opening 48 in its rear surface 49 for receiving kingpin 21 with adequate clearance.

To permit each wedge to be applied solidly into position in a wedge-like manner, wedge face 42 has a dimension cross-wise of the bolster that is less than the corresponding dimension of the complemental wedge face 34 in pocket 36. Hence each wedge surface 43 has a length less than the overall length of each wedging surface 31. Thus, it will be observed that a clearance, as at 50, is provided between opposing vertical rear surfaces 49 of the wedges. The provision of clearances 46, 47 and 50 thus allows for adjustment and proper positioning of the wedges in pockets 36 relative to vertical surfaces 31 and wedge faces 34 thereof. Accordingly, surfaces 43 function as a stop means to correctly orientate each wedge within its respective pocket 36.

Rim means 51, adjacent the peripheral edges of top face 41 of the Wedge, extends upwardly from face 41 to provide a rib 52 having an inner cylindrical surface 53 in coaxial alignment with axis Z-Z. It will be seen that with both wedges in place in pockets 36 of the bolster, faces 41 and surfaces 53 of the wedges provide a cylindrical receptacle 55 for receiving in bearing relation the associated vehicle body center plate structure 17.

Truck center bearing structure 76 illustrated in FIG- URE 6 is a modification of the preferred embodiment and is shown integrally constructed with bolster 77, only a portion of which is illustrated. As in the preferred embodiment, an opening 78 is provided to receive a kingpin for pivotally connecting the car body to the railway car truck. An upstanding flange 79 of hexagonal form defines the perimeter of a center bearing recess 80 having as its base 81, a portion of upper horizontal web 82 of bolster 77. Flange 79 comprises a plurality of flange segments 84 and 85 that are alternately equidistantly spaced from pin opening axis Z Z as measured along a perpendicular between each segment and axis ZZ. As shown, flange segments 85 converge in a direction toward segments 84 to define angularly spaced opposed portions having inner vertical wedging surfaces 86.

Disposed on base 81 are three wedge faces 88 of V- shaped configuration. Each face 88 slopes upwardly from an inner peripheral side 89 of each segment 84 to define at their line of intersection with the adjacent face, a dihedral angle greater than 180. Each face 88 and associated portions of flange 79 on each side of the vertical plane passing through the aforementioned perpendiculars of segments 84 define a wedge pocket 90 within recess 80 for receiving a wedge 92.

Wedge 92, as shown in FIGURE 8, is similar to wedge 37 illustrated in FIGURE 4 and comprises a plate section 93 having a center plate engaging top face 94 and a bottom wedging face 95 that is adapted to engage face 88 on base 81 upon application of the wedge into pocket 90. Each wedge is formed with a pair of converging side wedging surfaces 96 complemental to surfaces 86 and a front vertical surface 97. Surfaces 96 are adapted to engage Wedging surfaces 86 in a wedge-like manner when each wedge is correctly positioned within its respective pocket. A rib 100, which extends upwardly from top face 94, provides an inner cylindrical surface 101 in coaxial alignment with axis ZZ. Cylindrical surface 101 defines, in combination with the cylindrical surfaces of the other wedges disposed within their respective pockets, a cylindrical receptacle 102 adapted to receive in bearing relation the associated vehicle body center plate structure. Since the forward portion of wedge 92 is a heavily cast section, a lightening opening 103 is provided to help control directional solidification of the casting during cooling to minimize wedge deformation. With the remaining construction of wedge 92 corresponding substantially to that of wedge 37 disclosed hereinabove, it is easily recognized that the functional operation of wedge 92 is similar to wedge 37 in that surfaces 96 act as a stop means to correctly orientate each wedge within its respective pocket 90.

With the wear surfaces being disposed on the wedges. the wedges may be easily and quickly replaced by corresponding new wedges when necessary to restore the center plate structure to the original center bearing configuration. This can be done at a fraction of the cost of removing a car truck bolster from its associated vehicle and rebuilding and renovating the center bearing structure. Thus the invention provides a readily renewable bolster center bearing structure.

What is claimed is:

1. Railway car truck bolster center bearing structure having a kingpin opening concentric to a vertical axis and comprising:

(A) a flange defining the periphery of a center plate recess, a base defining the bottom of said recess, said base having at least a pair of wedge faces of V- shaped configuration angularly spaced about said pin Opening axis; and

(B) removable wedge means within said recess in engagement with said faces;

(C) said wedge means having a horizontal top bearing portion and upwardly extending rim means defining a cylindrical opening in coaxial alignment with said axis for receiving an associated vehicle body center plate structure.

2. Railway car truck center bearing structure according to claim 1 wherein:

(A) said flange has angularly spaced opposed portions adjacent said faces to define opposed wedging surfaces; and

(B) said wedge means has stop means for engagement with said opposed surfaces to position said wedge means in said recess.

3. Railway car truck center bearing structure accordin to claim 1 wherein:

(A) said wedge faces slope upwardly from the inner peripheral side of the flange toward said axis to form at the line of intersection of said faces an obtuse dihedral angle.

4. Railway car truck center bearing structure according to claim 1 wherein:

(A) said wedge means comprises at least two wedges,

each of said wedges having a bottom face substantially complementary to one of said wedge faces and adapted to cooperate therewith.

5. Railway car truck center bearing structure according to claim 2 wherein:

(A) said stop means defines oppositely facing side surfaces complernental to said wedging surfaces, each of said side surfaces having a length less than the overall length of the opposed wedging surface to permit the wedge means to move solidly in position in a wedge-like manner.

6. Railway car truck center bearing structure according to claim 1 wherein:

(A) said flange is of polygonal shape having a plurality of flange segments spaced from said vertical axis, said segments being alternately spaced from said axis as measured along a perpendicular between each of said segments and said axis to provide a clearance between said wedge means and said segments most remotely spaced from said axis, said clearance permitting stop means on said wedge means to engage portions of said other segments nearest the axis to orientate said wedge means within said recess.

7. Railway car truck bolster center bearing structure having a kingpin opening concentric to a vertical axis and comprising:

(A) a flange defining the periphery of a center plate recess, a base defining the bottom of said recess, said base having at least two upwardly converging wedge faces, each of said faces and associated portions of the flange adjacent each face forming a wedge pocket for receiving a removable wedge;

vi :3 (B) a Wedge in each wedge pocket, each wedge having a bottom wedging face engageable with an associated base face and adapted to cooperate therewith, each wedge being movable toward and away from the other, and each Wedge in its operative position being in engagement with said associated portions of the flange; and (C) rim means extending upwardly from each of said wedges to define a cylindrical opening in coaxial alignment with said axis for receiving an associated vehicle body center plate structure. 3. A removable bolster center plate wedge compris- (A) a plate section having a top face, a bottom Wedging face, and spaced apart converging side wedging surfaces; and

(B) arcuate rim means extending upwardly from said top face to provide a center plate receiving recess.

9. The center plate wedge of claim 8 wherein:

(A) said rim means has a segment of an inner vertical cylindrical surface; and

(B) said wedge has a kingpin receiving recess concentric with said cylindrical surface.

References Cited UNITED STATES PATENTS 

